KR20120025553A - System for determining a vehicle mass-based breakpoint for selecting between two different transmission shift schedules - Google Patents

Abstract

According to the present invention, a method for selecting one of an economy mode shift schedule and a performance mode shift schedule for a transmission of a vehicle is provided. The desired vehicle acceleration profile is specified and the cumulative total traction force of the vehicle is determined over the desired vehicle acceleration profile. The vehicle speed change is also determined over the desired vehicle acceleration force profile. A vehicle's mass-based shift schedule breakpoint is calculated as a function of the vehicle's speed change and the vehicle's cumulative total towing force over the desired vehicle acceleration profile. The mass-based shift schedule breakpoint of the vehicle is compared with the current vehicle mass indicator and according to this comparison one of the economy mode shift schedule and the performance mode shift schedule is selected for transmission operation. Shifting between the various gear ranges of the transmission is controlled using a shift schedule selected from the economy mode shift schedule and the performance mode shift schedule.

Description

SYSTEM FOR DETERMINING A VEHICLE MASS-BASED BREAKPOINT FOR SELECTING BETWEEN TWO DIFFERENT TRANSMISSION SHIFT SCHEDULES}

This patent application claims priority to US patent application Ser. No. 12 / 455,369, filed June 1, 2009, which is incorporated herein by reference.

BACKGROUND OF THE INVENTION The present invention generally relates to a vehicle transmission having a plurality of gears that can be automatically selected, and more particularly, the mass of a vehicle that can be used to select one of the different transmission shift schedules as a function of the current vehicle mass indicator. A system for determining based breakpoints.

Transmissions with multiple gears that can be automatically selected are normally controlled by control circuitry in accordance with one or more pre-programmed shift schedules that form a transmission shift point between the various gears as a function of engine speed. Controlled. In one embodiment, the control circuit may have an approach to two or more different shift schedules, each forming a transmission shift point according to different criteria. For example, a so-called economy mode shift point schedule may form a transmission shift point at a relatively low engine speed relative to a so-called performance mode shift schedule, and an economy mode shift schedule Relatively high fuel efficiency is achieved and relatively high engine performance is achieved by the performance mode shift schedule.

One criterion for selecting one shift schedule between two different shift schedules is vehicle mass, where an economy mode shift schedule may be desirable under relatively low vehicle mass conditions and a performance mode shift schedule under relatively high vehicle mass conditions. Can be. Automatically determine the vehicle's mass-based breakpoint for use in selecting one of two different shift point schedules, depending on the current vehicle configuration and desired performance, and the vehicle's mass-based brake if one or more of these initial states change It would be desirable to automatically re-determine the point.

The invention may include one or more features described in one or more features and / or drawings and combinations thereof specified in the appended claims. For a transmission of a vehicle, a method of selecting a shift schedule between an economy mode shift schedule and a performance mode shift schedule is provided. The method includes: selecting a desired vehicle acceleration profile. Specifying; Determining a cumulative total traction force of the vehicle over a desired vehicle acceleration force profile; Determining a vehicle speed change over a desired vehicle acceleration force profile; Calculating a mass-based shift schedule breakpoint of the vehicle as a function of the vehicle speed change over the desired vehicle acceleration force profile and the cumulative total traction force of the vehicle; Comparing the vehicle's mass-based shift schedule breakpoint with the current vehicle mass indicator; Selecting one of an economy mode shift schedule and a performance mode shift schedule for operating the transmission according to the comparing step; And controlling the shift between the gear ranges of the transmission according to the shift schedule selected among the economy mode shift schedule and the performance mode shift schedule.

Specifying the desired vehicle acceleration profile may include specifying a desired minimum vehicle acceleration corresponding to the minimum acceleration shown by the vehicle using an economy mode shift schedule, wherein the mass-based shift schedule breakpoint of the vehicle is The economy mode shift schedule may be used to correspond to the maximum vehicle weight to achieve the desired minimum vehicle acceleration profile. Alternatively, specifying the desired vehicle acceleration profile may comprise specifying a desired maximum vehicle acceleration corresponding to the maximum acceleration shown by the vehicle using a performance mode shift schedule, wherein the mass-based shift schedule of the vehicle The breakpoint may correspond to the minimum vehicle weight that achieves the desired maximum vehicle acceleration profile using the performance mode shift schedule.

The cumulative total traction determination step includes: determining an engine torque curve corresponding to a complete accelerator pedal engine torque curve of the engine operably coupled to the transmission; Determining a shift point of one of an economy mode shift schedule and a performance mode shift schedule corresponding to a desired vehicle acceleration profile; Determining gear ratios of all gear ranges of the transmission; Determining a rear axle ratio of the vehicle receiving the transmission; Determining an aerodynamic drag function of the vehicle receiving the transmission; Determining rotational resistance of the vehicle receiving the transmission; And a vehicle as a function of aerodynamic drag and rolling resistance over the desired vehicle acceleration profile, the shift point of one of the economy mode shift schedule and the performance mode shift schedule, the engine torque curve, the gear ratio of the transmission, the rear axle ratio, and the desired vehicle acceleration profile. Computing the cumulative total traction of the may include. In an embodiment, determining the engine torque curve may include receiving a complete accelerator torque curve from an engine control circuit configured to control the operation of the engine. Alternatively, determining the engine torque curve may include receiving a peak engine output torque value from an engine control circuit configured to control the operation of the engine and processing the peak engine output torque to represent a complete accelerator pedal engine torque curve. It may include. Alternatively, determining the engine torque curve may include programming a complete accelerator pedal torque curve in the memory unit.

The method comprises changing the values of one or more desired vehicle acceleration profiles, engine torque curves, shift point of one of the economy mode shift schedule and the performance mode shift schedule, gear ratio, rear axle ratio, aerodynamic drag function and rolling resistance. And re-calculating the vehicle's mass-based shift schedule breakpoint and re-determining the cumulative total traction of the vehicle over a desired vehicle acceleration force profile.

The method may be stored in the memory unit in the form of instructions executable by the transmission control circuit configured to control the operation of the transmission.

Selecting one of an economy mode shift schedule and a performance mode shift schedule for operating the transmission according to the comparing step selects the economy mode shift schedule when the mass-based shift schedule breakpoint of the vehicle is greater than the current vehicle mass indicator. In other cases, the method may include selecting a performance mode shift schedule. The mass-based shift schedule breakpoint of the vehicle may be represented as a total vehicle weight breakpoint and the current vehicle mass indicator may be represented as a current vehicle weight indicator.

A shift schedule selection system of an economy mode shift schedule and a performance mode shift schedule is provided, the system comprising: a transmission having a plurality of gear ranges that can be automatically selected; A transmission control circuit configured to control operation of the transmission; An engine control circuit configured to control operation of the internal combustion engine operably coupled to the transmission; And a data link formed between the engine control circuit and the transmission control circuit. The transmission control circuit may include a memory having a performance mode shift schedule and an economy mode shift schedule stored therein. The memory of the transmission control circuitry determines the desired vehicle acceleration profile, determines the cumulative total traction of the vehicle over the desired vehicle acceleration profile, determines the vehicle speed change over the desired vehicle acceleration profile, and over the desired vehicle acceleration profile. Compute the vehicle's mass-based shift schedule breakpoint as a function of vehicle speed change and the cumulative total towing force of the vehicle, compare the vehicle's mass-based shift schedule breakpoint with the current vehicle mass indicator, and perform transmission operation according to the comparison. Select one of the economy mode shift schedule and the performance mode shift schedule, and to control the shift between the gear ranges of the transmission according to the shift schedule selected during the economy mode shift schedule and the performance mode shift schedule. My It may further have sub-save commands.

The instructions stored in the memory of the transmission control circuit determine the engine torque curve corresponding to the complete accelerator pedal engine torque curve of the engine, and the shift point of one of the economy mode shift schedule and the performance mode shift schedule corresponding to the desired vehicle acceleration profile. Determine the gear ratio of all gear ranges of the transmission, determine the rear axle ratio of the vehicle housing the transmission, and determine the aerodynamic drag function of the vehicle housing the transmission Determine the rotational resistance of the vehicle that accommodates the transmission; Of the vehicle as a function of aerodynamic drag and rolling resistance over the profile By calculating the cumulative total traction, the instructions may be executed by the transmission control circuitry to determine the cumulative total traction of the vehicle over a desired vehicle acceleration force profile.

In one embodiment, the transmission control circuit can be operated to determine an engine torque curve by receiving complete accelerator pedal engine torque from the engine control circuit by the data link. Alternatively, the transmission control circuit may be operable to determine an engine torque curve by receiving a peak engine torque value from the engine control circuit by the data link and estimating a complete accelerator pedal engine torque curve from the peak engine torque value. . In another alternative, the complete accelerator pedal engine torque curve is stored in a memory of the transmission control circuit, and the transmission control circuit can be operated to determine the engine torque curve by receiving full accelerator pedal engine torque from the memory of the transmission control circuit. have.

The instructions stored in the memory of the transmission control circuit may include one or more desired vehicle acceleration profile, engine torque curve, shift point of one of the economy mode shift schedule and the performance mode shift schedule, gear ratio, rear axle ratio, aerodynamic drag function. And when the rolling resistance changes the value, it can be executed by the transmission control circuit to re-calculate the vehicle's mass-based shift schedule breakpoint and re-determine the cumulative total traction of the vehicle over the desired vehicle acceleration profile. Instructions may be further included.

The instructions stored in the memory of the transmission control circuitry may be configured by selecting an economy mode shift schedule when the mass-based shift schedule breakpoint of the vehicle is greater than the current vehicle mass indicator and selecting a performance mode shift schedule otherwise. And a command executable by the transmission control circuit to select one of an economy mode shift schedule and a performance mode shift schedule for transmission operation according to the comparing step.

1 is a block diagram diagrammatically illustrating one exemplary embodiment of a system for determining a mass-based breakpoint of a vehicle for selecting one shift schedule of two different transmission shift point schedules.
2 is a flowchart illustrating one exemplary embodiment of a process for controlling an initial engine, transmission, vehicle, and desired performance states prior to determining a mass-based breakpoint of the vehicle.
3 is a graph showing engine output torque versus engine speed illustrating one embodiment of an engine torque curve.
4A is a vehicle speed versus time graph illustrating a number of minimum vehicle acceleration force profiles that can be selected for one example of an economy mode shift schedule.
4B is a vehicle acceleration versus vehicle speed graph showing the profile as shown in FIG. 4A in a different form.
5 is a flowchart illustrating one exemplary embodiment of a process for determining a mass-based breakpoint of a vehicle according to initial states collected according to the process of FIG. 2.
6 is a gear range versus vehicle speed graph showing an example for mapping a selected minimum vehicle acceleration force profile to a gear range.
FIG. 7 illustrates an exemplary embodiment of a process for selecting one of the economy mode shift schedule and the performance mode shift schedule according to the current vehicle mass indicator for a mass-based breakpoint of the vehicle determined according to the process of FIG. 5. Illustrated flowchart.

To understand the principles of the invention, reference will be made to a number of exemplary embodiments shown in the accompanying drawings, in which specific terminology will be used.

1, there is shown a block diagram that schematically illustrates one exemplary embodiment of a system 10 for determining a mass-based breakpoint of a vehicle to select two different transmission shift point schedules. In this illustrated embodiment, the system 10 is configured to rotateably drive an input shaft 14 or an output shaft 14 coupled to a pump shaft 16 of a conventional torque converter 20. ). The input or pump shaft 16 is attached to an impeller or pump 18 that is rotated and driven by the output shaft 14 of the internal combustion engine 12. The torque converter 20 further comprises a turbine 22 attached to the turbine shaft 24, the turbine shaft 24 being coupled to the rotary input shaft 26 of the transmission 28 or the input shaft. It is comprised integrally with (26). The transmission 28 comprises a planetary gear system 30 with a number of automatically selected gears, for example as a conventional conventional transmission. The output shaft 32 of the transmission is coupled to the propeller shaft 34 coupled to the conventional universal joint 36 or integrally formed with the propeller shaft 34 to drive the propeller shaft 34 by rotating it. The universal joint 36 is coupled to an axle 38 with wheels 40A and 40B mounted to the axle 38 at each end and is driven by rotating the axle 38. The output shaft 32 of the transmission 28 drives the wheels 40A and 40B in a conventional manner through the propeller shaft 34, the universal joint 36 and the axle 38.

The lockup clutch 42 of the prior art is connected between the turbine 22 and the pump 18 of the torque converter 20. The operation of the torque converter 20 is conventional in that the torque converter 20 can operate in a so-called " torque converter " mode during certain operating states such as vehicle launch, low speed and certain gear shift states. In torque converter mode, the lockup clutch 42 is disengaged and the turbine 22 is pumped through a fluid (not shown) interposed between the turbine 22 and the pump 18. The pump 18 rotates at the rotational speed of the engine output shaft 14 during rotational operation. In this mode of operation, as is known in the art, torque is increased through fluid coupling such that the turbine shaft 24 is exposed to more drive torque than is supplied by the internal combustion engine 12. . Alternatively, the torque converter 20 may operate in the so-called "lockup" mode during other operating states, such as when certain gears of the planetary gear system 30 of the transmission 28 are engaged. In the lockup mode, the lockup clutch 42 is interlocked so that the pump 18 is fixed directly to the turbine 22 so that the output shaft 14 of the internal combustion engine, as is known in the art, is transmitted to the transmission 28. Is directly coupled to the input shaft 26 of the.

The transmission 28 is by the number (J) of the fluid paths (46 ₁ -46 _J) coupled to the fluid e (where, J is an arbitrary positive integer), the planetary gear system 30 - hydraulic system 44 It further includes. The electro-hydraulic system 44 is adapted to control the operation of a plurality of friction devices within the planetary gear system 3, ie the engagement and disengagement of the friction devices 46. Responsive to control signals causing the fluid to selectively flow through ₁ -46 _J ). The plurality of friction devices may include, but is not limited to, one or more conventional braking devices, one or more torque transmission devices, and the like. In general, the actuation of the plurality of friction devices, i.e. interlocking and interlocking, is controlled by selectively controlling the frictional force exerted by each of the plurality of friction devices, such as controlling the hydraulic pressure to the respective friction devices. In one embodiment, the plurality of friction devices each include, but is not limited to, a plurality of braking and torque transmission devices that can be interlocked and disengaged so as to be controllable by the hydraulic pressure supplied by the electro-hydraulic system 36. It should not be considered as. Even in some cases, change, or shift between the various gears of the transmission 28 is achieved by selectively controlling a plurality of friction devices to control the hydraulic pressure in the various fluid paths (46 ₁ -46 _J) in a conventional manner.

The system 10 further includes a transmission control circuit 50 that includes a memory unit 55. The transmission control circuit 50 is microprocessor based and the memory unit 55 controls the transmission to control the operation of the transmission 28 and the operation of the torque converter 20, that is, the shift between the various gears of the planetary gear system 3. Instructions stored therein that may be executed by the circuit 50. However, the transmission control circuit 50 and / or the torque converter are not microprocessor based and are based on a set of one or more software instructions and / or hardwired instructions stored in the memory unit 55. It should be understood that other embodiments that are configured to control the operation of (20) may be contemplated.

In the system 10 illustrated in FIG. 1, the torque converter 20 and the transmission 28 are each configured to generate sensor signals indicative of one or more operating states of the torque converter 20 and the transmission 28, respectively. It includes a sensor. For example, the torque converter 20 includes a conventional speed sensor 60 constructed and positioned to generate a speed signal corresponding to the speed of rotation of the pump shaft 16, the speed of rotation of the pump shaft 16. Is equal to the rotational speed of the output shaft 14 of the internal combustion engine 12. The speed sensor 60 is electrically connected to the pump speed input PS of the transmission control circuit 50 by the signal path 62 and the transmission control circuit 50 is connected to the turbine shaft 16 / internal combustion engine output shaft ( It may be operable to process the speed signal generated by the speed sensor 60 in a conventional manner to determine the rotational speed of 14).

The transmission 28 includes another conventional speed sensor 64 constructed and positioned to generate a speed signal corresponding to the rotational speed of the transmission input shaft 26, wherein the rotational speed of the transmission input shaft 26 is It is equal to the rotational speed of the turbine shaft 24. The input shaft 26 of the transmission 28 is directly coupled to the turbine shaft 24 or integrally formed with the turbine shaft 24, alternatively the speed sensor 64 corresponds to the rotational speed of the turbine shaft 24. Can be configured and positioned to generate a speed signal. In any case, the speed sensor 64 is electrically connected to the transmission input shaft speed input TIS of the transmission control circuit 50 by the signal path 66 and the transmission control circuit 50 is connected to the turbine shaft 24 /. It may operate to process the speed signal generated by the speed sensor 64 in a conventional manner to determine the rotational speed of the transmission input shaft 26.

The transmission 28 further includes another speed sensor 68 constructed and positioned to generate a speed signal corresponding to the rotational speed of the output shaft 32 of the transmission 28. The speed sensor 68 may be a conventional sensor and is electrically connected to the transmission output shaft speed input TOS of the transmission control circuit 50 by a signal path 70. The transmission control circuit 50 is configured to process the speed signal generated by the speed sensor 68 in a conventional manner to determine the rotational speed of the transmission output shaft 32.

In the illustrated embodiment, the transmission 28 further includes one or more actuators configured to control various operations within the transmission 28. For example, the electronic described herein - and a hydraulic system (44) comprises a solenoid or other conventional actuator other than in the prior art, which signal paths (72 ₁ -72 _{J) J} of the transmission by the control circuit ( 50 is electrically connected to the control outputs CP ₁ -CP _{J of} which J may be any positive integer as described above. Actuators inside the electro-hydraulic system 44 control the hydraulic pressure in one or more fluid passages 46 ₁ -46 _J, respectively, and are thus dependent upon the information provided by the various speed sensors 60, 64 and / or 68. operation of the one or more friction devices according i.e. to control the release linkage and linkage responsive to the one of the control signals generated by a transmission control circuit 50 of the signal paths (72 ₁ -72 _J). The friction device of the planetary gear system 30 is controlled by hydraulic fluid dispensed by the electro-hydraulic system in a conventional manner. For example, electro-hydraulic system 44 is a prior art hydraulic displacement pump (shown) that dispenses fluid to one or more friction devices by control of one or more actuators within electro-hydraulic system 44. Not included). In this embodiment, the control signal CP ₁ -CP _J is analog friction device pressure commands that respond to one or more actuators to control the hydraulic pressure for one or more friction devices. However, the frictional force exerted by the respective friction devices may alternatively be controlled according to other prior art friction device control structures and techniques, and such other prior art rubbing device control structures and techniques are defined by this specification. It will be appreciated that this may be considered. In any case, however, the analog operation of each friction device is controlled by the control circuit 50 in accordance with the instructions stored in the memory unit 55.

In the illustrated embodiment, the system 10 has an engine control circuit 80 having input / output ports (I / O) electrically connected to the internal combustion engine 12 by K signal paths 82. Further comprises wherein K can be any positive integer. The engine control circuit 80 can operate to manage and control the overall operation of the internal combustion engine 12 as a circuit of the prior art. The engine control circuit 80 further comprises a communication port COM, which is electrically connected to a similar communication port COM of the transmission control circuit 50 by L signal paths 84. , Where L can be any positive integer. One or more signal paths 84 are often optionally referred to as data links (data links). In general, engine control circuit 80 and transmission control circuit 50 may operate to share information by one or more signal paths 84 in a conventional manner. In one embodiment, for example, the engine control circuit 80 and the transmission control circuit 50 may include one or more signal paths in the form of one or more messages in accordance with the American Society of Automotive Engineers (SAE) J-1939 communication protocol. Although it may be operable to share information by means of 84, the engine control circuit 80 and the transmission control circuit 50 may be described herein in accordance with one or more other prior art communication protocols. Another embodiment is provided that can act to share information by way of path 84.

2, a flowchart of one exemplary embodiment of a process 100 for collecting an initial engine, transmission, vehicle performance, and desired performance state prior to determining a mass-based brake of a vehicle is shown. The process 100 is stored in the memory 55 of the transmission control circuit 50 in the form of instructions executable by the transmission control circuit 50 to collect initial configuration information. The process 100 begins with a step 102 in which the transmission control circuit 50 determines whether a new electrical connection is made between the engine control circuit 80 and the transmission control circuit 50. The transmission control circuit 50 and the engine control circuit 80 are typically connected for the first time, for example, during the vehicle manufacturing process and when the alternative transmission control circuit 50 and / or the engine control circuit 80 are installed in the system. It is programmed to exchange specific information. When this information exchange step occurs in both cases, or when some other indicator is detected that indicates whether a new electrical connection has been made between the control circuits 50 and 80, the step 102 is a transmission control. The circuit 50 is advanced to step 104, which can operate to determine the engine torque curve.

3, an engine output torque versus engine speed graph 130 is shown that illustrates one illustrative example of an engine torque curve. This engine torque curve 130 is generally understood to include a boundary line 132 and an engine output torque to engine speed map contained within the boundary line 132. However, in this specification, the term "engine torque curve" refers to the engine output torque versus engine speed at only 100% or maximum accelerator pedal position, ie the accelerator pedal of the vehicle (not shown) is pushed to the end. It refers only to the corresponding interface 132, or else the engine torque curve known as a complete accelerator pedal engine torque curve. Although the engine torque curve 132 is generally understood to include a boundary line 134, which is indicated by a dashed line in FIG. 3, a limiting boundary line 136 is typically implemented at low engine speeds for discharge purposes and is referred to herein as a complete accelerator pedal. It will be understood that the engine torque curve, referred to as the engine torque curve, includes the boundaries 132 and 136.

Again, referring to step 104 of Figure 2, a number of different techniques are considered herein to determine the engine torque curve. In one embodiment, for example, the transmission control circuit 50 can operate to determine the engine torque curve by requesting the engine torque curve from the engine control circuit 80. The engine control circuit 80 may, in turn, operate to derive the engine torque curve from the memory of the engine control circuit 80 and then transfer the engine torque curve via the data link 84 to the transmission control circuit 50. Can be delivered to

In some alternative embodiments, the engine control circuit 80 may not be configured to supply the entire engine torque curve to the transmission control circuit 50 upon request, but to supply only peak engine output torque information. In this embodiment, the transmission control circuit 50 may operate to determine the engine torque curve by requesting peak engine output torque information from the engine control circuit 80 at step 104 and the engine control circuit 80 may store memory. Derives peak engine output torque information from and transmits the peak engine output torque information to transmission control circuit 50 by data link 84. The transmission control circuit 50 is conventional according to the peak engine output torque information received from the engine control circuit 80 and in other cases useful for the transmission control circuit 50 or other information within the transmission control circuit 50. In order to construct the engine torque curve.

In other embodiments, the engine control circuit 80 may not be configured to supply any engine output torque information to the transmission control circuit 50 upon request or otherwise. In this embodiment, the engine torque curve is fully or partially programmed or pre-programmed in the memory 55 of the transmission control circuit 50, and the transmission control circuit 50 generates the engine torque curve from the memory 55. Step 104 in the above embodiment by deriving and / or constructing any unprogrammed portions of the engine torque curve according to the transmission control circuit 50 and / or other information in the transmission control circuit 50. Can be determined to determine the engine torque curve.

After step 104, the process 100 of FIG. 2 is advanced to step 106 where the transmission control circuit 50 can operate to determine a desired vehicle acceleration force profile. In one embodiment, a number of existing or pre-programmed vehicle acceleration profiles are available, for example stored in the memo 55 of the transmission control circuit 50 or by a service tool according to the prior art. The desired vehicle acceleration profile can be selected from existing or pre-programmed vehicle acceleration profiles of these embroidery. 4A, there is shown a vehicle speed versus time graph showing an example of a selectable number of vehicle acceleration profiles 140A, 140B, 140C, each of which has a minimum acceleration, e.g., economy mode shifting. It shows the worst acceleration when using schedule (economy mode shift schedule). In the illustrated embodiment, the vehicle acceleration force profiles 140A, 140B and 140C are each provided in the form of N consecutive vehicle speed values, eg 1000 speed values every 40 milliseconds. 4B, there is shown a graph of vehicle acceleration versus vehicle speed showing the same information shown in FIG. 4A in different forms. Thus, each vehicle acceleration force profile 150A, 150B and 150C corresponds directly to one of the vehicle acceleration force profiles 140A, 140B and 140C, respectively. In any case, step 106 is performed in this embodiment by selecting the desired vehicle acceleration force profile from the number of existing or pre-programmed vehicle acceleration force profiles. In other embodiments in which no existing or pre-programmed vehicle acceleration profile is available, the appropriate vehicle acceleration profile will be programmed into the memory 55 of the transmission control circuit 50 at step 106.

The process 100 is advanced from step 106 to step 108, in which the gear ratio GR of each gear range selectable within the planetary gear system 30 of the transmission 28 is selected. ) And a torque converter model that models the operation of the torque converter 20 when operating in a torque converter mode as described above. N-speed transmission 28 would have, for example, N selectable gear ranges, each gear range representing a different gear ratio. The torque converter model is characterized by the output shaft 32 of the transmission 28 and the output shaft of the internal combustion engine 12 in one or more numerically low gear ranges, e.g., first and second gears of the transmission 28. 14) but will not affect the torque ratio at transmission gears higher than this. In any case, the gear ratio of the torque converter model and the gear system 30 will be pre-programmed in the memory 55 of the transmission control circuit 50 so that the transmission control circuit 50 in this embodiment is the memory 55. By deriving the above information, it is possible to operate to determine the torque converter model information and gear ratio. In other embodiments where the information is not pre-programmed in the memory 55 or otherwise available to the transmission control circuit 50, the gear ratio and torque converter model information may be stored in step 108 in the memory 55. Is programmed in.

After the step 108, the process 100 advances to step 110 where the transmission control circuit 50 can operate to determine a desired shift schedule. In general, the memory 55 of the transmission control circuit 50 will have two or more shift schedules stored therein, namely the economy mode shift schedule of the prior art and the performance mode shift schedule of the prior art as described above. As is known in the art, the two shift schedules generally differ from each other in the speed range at which shifts (high and low shifts) are implemented between the engine speed or the various gear ranges of the transmission 28. Then, as will be described in detail, an economy mode shift schedule or a performance mode shift schedule will be selected in step 110, depending on the purpose of the vehicle's mass-based shift schedule breakpoint and the selected vehicle acceleration force profile. For example, if the selected vehicle acceleration profile indicates, for example, the minimum or worst acceleration of the vehicle in the economy mode shift schedule, as shown in FIGS. 4A and 4B, then the economy mode shift schedule is determined in step 110. Will be chosen. Conversely, if the selected vehicle acceleration profile indicates the maximum acceleration force of the vehicle in the performance mode shift schedule, then the performance mode shift schedule will be selected in step 110. In both cases, the engine speed or engine speed range indicative of the shift point of the shift schedule selected in step 110, ie the shift between the various gear ranges of the transmission 28, is the memory 55 of the transmission control circuit 50. Is derived from

After the step 110, the process 100 may include a tire size TS and a rear axle ratio of the vehicle in which the transmission control circuit 50 receives the transmission 28 and the internal combustion engine 12. Advance to step 1112, which may act to determine. The rear axle ratio refers to the speed ratio of the propeller shaft 34 required to rotate the axle 38 one full revolution and the tire size is tire diameter 40A and 40B. In a particular embodiment, the rear axle ratio RAR and tire size TS are pre-programmed in the memory 55 of the transmission control circuit 50, in which embodiment the variables are controlled in step 112. It is simply derived from the memory 55 by the circuit 50. In other embodiments, rear axle ratio RAR and tire size TS are programmed into memory 55 at step 112.

After the step 112, the process 100 may operate such that the transmission control circuit 50 determines an aerodynamic force function F _AERO and a rolling resistance function RR. Advance to step 114. The aerodynamic force function refers to the aerodynamic drag experienced by a vehicle receiving the transmission 28 and the internal combustion engine 12 during operation and generally includes the shape of the vehicle housing the transmission 28 and the internal combustion engine 12. It is a function of vehicle speed. The rolling resistance function means the resistance of the tires 40A and 40B to the running surface during the operation of the vehicle. The rolling resistance function can be modeled as a constant but is generally a function of tire size. In one embodiment, the aerodynamic force function F _AERO is selectable from the memory of the prior art service tool or engine control circuit 80, the number of such functions stored in memory 55. In this embodiment, an appropriate one of the number of aerodynamic force functions is selected in step 114 and stored in memory 55. In other embodiments, the aerodynamic force function is programmed into the memory 55 at step 114. Similarly, the rolling resistance can also be selected from the memory of the prior art service tool or engine control circuit 80, the number or values of the rolling resistance functions stored in the memory 55. In this embodiment, an appropriate one of the number or values of rolling resistance functions is selected in step 114 and stored in memory 55. In other embodiments, the rolling resistance function is programmed into the memory 55 at step 114 above.

If, at step 102, the transmission control circuit 50 determines that no new electrical connection has been made between the transmission control circuit 50 and the engine control circuit 80, the process 100 may transmit the transmission control circuit 50. ) Advances to step 118 to determine whether one or more of the previously collected initial variables in steps 104-114 have changed. If one or more of the initial variables have changed, the transmission control circuit 50 may operate to determine the value (s) of the one or more changed variables in step 120. After one of the steps 114 and 120, the process 100 may be configured to perform transmission control circuitry based on the initial variable information collected in steps 104-114 and / or updated step 120 of the process 100. 50 is advanced to step 116, which may be operable to execute the vehicle's mass-based shift schedule breakpoint determination routine. After one of steps 114 and 120, the process from “no” of step 118 returns back to the beginning of step 118.

Referring to FIG. 5, a flowchart showing an example schedule of a process 200 for defining a mass-based shift schedule breakpoint determination routine of a vehicle of the process 100 of FIG. 2 is shown. The process 200 is stored in the memory 55 of the transmission control circuit 50 in the form of instructions that can be executed by the transmission control circuit 50 to determine the mass-based shift schedule breakpoint of the vehicle.

A process in which the desired vehicle acceleration profile selected in step 106 represents the minimum or worst acceleration shown using the vehicle's economy mode shift schedule and the desired shift schedule selected in step 108 of process 100 is the economy mode shift schedule ( 100) In an embodiment, the process 200 is configured to determine the mass-based shift schedule breakpoint of the vehicle in the form of a maximum total vehicle weight that implements the selected minimum vehicle acceleration profile using the selected economy mode shift schedule. Thus, the maximum total vehicle weight implementing the selected minimum vehicle acceleration profile with the selected economy mode shift schedule represents a total vehicle weight breakpoint, over which the performance mode shift schedule should be used and the total vehicle weight Economy mode shift schedules should be used below the breakpoint (and including this total vehicle weight breakpoint). The desired vehicle acceleration profile selected in step 106 represents the maximum or best acceleration force that the vehicle represents using the performance mode shift schedule, and the desired shift schedule selected in step 108 of process 100 is the performance mode shift schedule. In contrast to the process 100 embodiment, the process 200 is configured to determine the mass-based shift schedule breakpoint of the vehicle in the form of a minimum total vehicle weight that implements the selected maximum vehicle acceleration profile using the selected performance mode shift schedule. do. Similarly, the minimum total vehicle weight that implements the selected maximum vehicle acceleration profile with the selected performance mode shift schedule should use the performance mode shift schedule above and the economy mode shift schedule below (and also include). Indicates the total vehicle weight breakpoint that should be made.

The process 200 begins with step 202, in which the transmission control circuit 50 can operate to define a gear range versus a selected vehicle acceleration force profile function GRVAP. The GRVAP is a map or table constructed by the transmission control circuit 50 based on the shift point of the shift point schedule selected in step 110 of the process 100 and the weight profile selected in step 106 of the process 100. And maps discrete vehicle acceleration profile values for one gear range of the shift gear ranges. Referring now to FIG. 6, there is shown a graph of gear range versus vehicle speed showing one embodiment of a vehicle acceleration profile (GRVAP) function, where the selected vehicle acceleration profile is shown as an example in FIG. 4A. As vehicle speed versus time. In the embodiment shown in FIG. 6, the GRVAP map or function uses the shift points of the shift schedule selected in step 110 of process 100 to obtain N vehicle speed values, respectively, in step 112 of process 100. It is configured by mapping the determined rear axle ratio RAR and the torque converter model and gear ratio information determined in step 108 of the process 100 and one gear range of M different gear ranges. For example, the maximum engine speed MES ₁ for the first gear range of the transmission is defined by corresponding shift point information of the selected shift schedule. For the first gear range, the maximum engine speed MES ₁ is the torque ratio TR1 defined by the torque converter model for the first gear range, the gear ratio GR1 of the first gear range, and the rear axle ratio. It can be converted to the maximum vehicle speed MVS ₁ by multiplying (RAR), ie MVS ₁ = MES ₁ * TR1 * GR1 * RAR. Thus, all vehicle speed values from the vehicle acceleration force profile selected between MVS ₁ and zero are mapped to the first gear range as shown in FIG. 6. Similarly, all vehicle speed values from the vehicle acceleration profile selected between MVS ₁ and MVS ₂ are mapped to the second gear range, where MVS ₂ = MES ₂ * TR2 * GR2 * RAR up to MVS _{M -1} and all remaining vehicles Speed values are mapped to the M'th gear range as illustrated in FIG. 6. The torque ratio defined by the torque converter model will typically be constant above a certain gear range, for example, in the third gear range and above, and in other cases the torque converter model torque ratio is a typical vehicle speed function or predetermined It will be appreciated that the torque ratio value will be. Those skilled in the art will recognize other techniques for mapping selected vehicle acceleration force profile values to the corresponding gear range and will appreciate that such techniques may be considered by the present specification.

Referring again to FIG. 5, the process 200 advances from step 202 to step 204, where the transmission control circuit 50 is moved in step 114 of the process 100 of FIG. 2. It may operate to use the determined rolling resistance function and to determine the rolling resistance function as a function of the tire size TS determined at step 112 of process 100 of FIG. In embodiments of process 100 in which the rolling resistance value RR is determined in step 114 instead of the rolling resistance function, step 204 of process 200 may be omitted. In any case, the process 200 may proceed to step 206 where the transmission control circuit 50 may be operable to set the cumulative total traction force accumulator value ΣNTF equal to zero and the counter i equal to one. Is advanced. After step 206, the transmission control circuit 50 uses the gear range defined in step 202 of the process 200 versus the selected vehicle acceleration profile function (GRVAP) of the N values of the selected vehicle acceleration profile. It can be operated to map the i th value to the corresponding gear range R (i). With the above example where the selected vehicle acceleration force profile is provided in the form of N consecutive vehicle speed values (VS), the transmission control circuit 50 has R (i) = GRVAP (VS as illustrated by way of example for FIG. 6. (i)) may operate in step 208 to calculate R (i) as a function of GRVAP and VS (i) according to the equation. The transmission control circuit 50 uses the gear ratio information determined in step 108 of the process 100 of FIG. 2 as a function of R (i), for example, GR (i) = f (R ( i)), it may further operate in step 208 to determine the gear ratio of the calculated gear range R (i). Then, in step 210, the transmission control circuit 50 calculates the transmission torque ratio TQR (i) as a function of the gear ratio GR (i) determined in step 208 as a function of the torque converter model. Can work. The torque converter model multiplies the gear ratio GR (i) by the torque converter torque ratio TR to form the transmission torque ratio TQR (i) as described above, ie TQR (i) = GR (i ) * TR. Above a particular gear range, for example over a third gear, TR is constant and otherwise is usually a function of a predetermined torque ratio value or vehicle speed. In some embodiments, TQR (i) may include an inefficiency factor in which the model loses efficiency through torque converter 20 and gear system 30. In this embodiment, the gear system / torque converter inefficiency adds, subtracts, or multiplies the torque ratio TQR (i) such that the overall torque ratio TQR (i) is generally reduced by the inefficiency factor. Can be modeled as a function of engine speed and gear range to form the inefficiency factor Fe (i) = f (R (i), ES (i)). Alternatively or additionally, the gear system / torque converter inefficiency may be formed in the form of a torque reduction factor obtained by subtracting from the traction force in the cumulative total traction force equation described below.

In any case, after step 210, the transmission control circuit 50 may determine the engine speed as a function of the transmission torque ratio TQR (i) and the typical vehicle speed VS (i) calculated in step 212. May operate in step 212 to calculate ES (i)). Then, in step 214, the transmission control circuit 50 uses the engine torque curve determined in step 104 of the process 100 of FIG. 2 to determine the maximum engine torque as a function of the engine speed ES (i). It can work to determine the value. Then, in step 216, the transmission control circuit 50 uses the aerodynamic function determined in step 114 of the process 100 of FIG. 2 to aerodynamic drag as a function of the vehicle speed VS (i). It can work to calculate (F _AERO ).

After the step 216, the transmission control circuit 50 determines in step 218 the total traction force according to the equation NTF (i) = (MET (i) * TRQ (i) * RAR)-F _AERO (i)-RR And calculate (NTF (i)). Then, in step 218, the transmission control circuit 50 may operate to update the cumulative total traction force accumulator value? NTF according to the equation? NTF =? NTF + NTF (i). Then, in step 220, the transmission control circuit 50 may operate to determine whether the counter value i is equal to the total number N of selected vehicle acceleration force profile values. Otherwise, process 200 advances to step 224 where counter i is incremented by one followed by process 200 back to the beginning of step 208.

In step 222, if transmission control circuitry 50 determines that all N selected vehicle acceleration force profile values have been processed, process 200 advances to step 226 where the cumulative vehicle acceleration force AVA is determined. Using the example above, where the selected vehicle acceleration profile is provided in the form of a vehicle speed value versus time starting with VS (1) = 0, the cumulative vehicle acceleration value AVA is equal to the maximum vehicle velocity implemented in the selected vehicle acceleration profile. Do. Otherwise, in embodiments in which the selected vehicle acceleration profile is provided in the form of vehicle acceleration data, the cumulative vehicle acceleration value AVA will generally be defined as a vehicle speed change resulting from the vehicle acceleration in accordance with the selected vehicle acceleration profile. In any case, the process 200 advances from step 226 to step 228, where the transmission control circuit 50 is a conventional function of? NTF and AVA, for example, , GVW _B =? NTF / AVA, to calculate the total vehicle weight shift schedule breakpoint GVW _B.

Referring now to FIG. 7, there is shown a flowchart showing one exemplary embodiment of a process 300 for selecting a performance mode shift schedule and an economy mode shift schedule based on a vehicle's mass-based breakpoint. The process 300 is in the memory 55 of the transmission control circuit in the form of instructions executable by the transmission control circuit 50 to select a performance mode shift schedule and an economy mode shift schedule based on the vehicle's mass-based breakpoint. Stored. The process 300 may operate such that the transmission control circuit 50 determines the current vehicle's mass or weight indicator (CVW) relative to the current total mass or weight of the vehicle housing the internal combustion engine 12 and the transmission 28. Beginning at step 302, which may be possible. In general, the term "vehicle" will include all components transported by the operation of the internal combustion engine 12 as used herein, but need not be, for example, a trailer. It may also include one or more towed components, such as a trailer. In one embodiment, the current vehicle weight indicator is the actual vehicle weight and the memory 55 of the transmission control circuit 50 stores the storage instructions executable by the transmission control circuit 50 to estimate the current vehicle weight in a conventional manner. In addition, in this embodiment the transmission control circuit 50 can be operable to execute step 302 of the process 300 by determining a current estimate of the weight of the vehicle. In other embodiments, the memory of the engine control circuit 80 has a storage command executable by the engine control circuit 80 to estimate the current vehicle weight in a conventional manner, in which the transmission control circuit ( 50 may operate to execute step 302 by, for example, receiving a current vehicle weight estimate from engine control circuit 80 by data link 48. In other embodiments, the weight of the vehicle can be measured and / or otherwise the current vehicle weight can be determined and the determined current vehicle weight can be, for example, by conventional service tools or by another wired or wireless communication. It is programmed in the memory 55 of the transmission control circuit 50 by the system. In other embodiments, the current vehicle weight indicator CVW is not the actual vehicle weight but instead the current vehicle weight or mass. For example, the CVW may be a pseudo vehicle weight or mass, including a vehicle mass-like contribution derived from a road grade determination. Such quasi-vehicle weights or masses are described in United States Patent Application Publication No. 2008/0249693, filed Oct. 9, 2008, which is incorporated herein by reference. It will be appreciated that the CVW may generally be an actual or estimated current vehicle mass or weight, or may be indicative of a vehicle mass or weight that may take into account one or more road classes, traction, drag and / or the like. .

In any case, the process 300 advances from step 302 to step 304, in which the transmission control circuit 50 causes the current vehicle weight indicator CVW and the gross vehicle weight breakpoint GVW. _B ) can be operated to compare. If CVW <GVW _B , the process 300 advances to step 306 where the transmission control circuit 50 selects an economy mode shift schedule. Otherwise, the process 300 advances to step 308 where the transmission control circuit 50 selects a performance mode shift schedule. From any of steps 306 and 308, the process 300 may operate such that the transmission control circuit 50 may control the shift between the various gear ranges of the transmission 28 in accordance with the selected shift schedule. Advanced).

Although the present invention has been illustrated and described in detail in the foregoing description and drawings, it is not intended to be limited to the foregoing description and drawings, but only the illustrated embodiments have been illustrated and described and all variations and improvements within the spirit of the invention. It will be appreciated that examples are possible. For example, the specification contemplates embodiments in which the desired vehicle mass may be specified in process 100 of FIG. 2 instead of the desired shift schedule. The reverse order of the process steps of process 200 of FIG. 5 is then followed to determine the cumulative total traction according to the desired vehicle mass and the cumulative vehicle acceleration and for example to determine the complete accelerator pedal shift point of the desired shift schedule. In order to decompose the accumulated total traction force, the process 200 may be modified. If the selected vehicle accelerator profile corresponds to the minimum acceleration force of the vehicle and the specified vehicle mass corresponds to the maximum vehicle mass, then the complete accelerator pedal shift point determined in this embodiment will correspond to the complete accelerator pedal shift point for economy mode shift schedule. . Conversely, if the selected vehicle accelerator profile corresponds to the maximum acceleration force of the vehicle and the specified vehicle mass corresponds to the minimum vehicle mass, then the complete accelerator pedal shift point determined in this embodiment is determined by the complete accelerator pedal shift point for the performance mode shift schedule. Will correspond. Modifications to processes 100 and 200 to implement these alternative embodiments will be a later step for programmers in the industry.

Claims (18)

In a shift schedule selection method of an economy mode shift schedule and a performance mode shift schedule for a vehicle transmission, the method includes:
Specifying a desired vehicle acceleration profile;
Determining a cumulative total traction of the vehicle over a desired vehicle acceleration profile;
Determining a vehicle speed change over a desired vehicle acceleration profile;
Calculating a mass-based shift schedule breakpoint of the vehicle as a function of the vehicle speed change over the desired vehicle acceleration profile and the cumulative total traction force of the vehicle;
Comparing the vehicle's mass-based shift schedule breakpoint with the current vehicle mass indicator;
Selecting one of an economy mode shift schedule and a performance mode shift schedule for transmission operation according to the comparing step; And
Selecting a shift schedule of an economy mode shift schedule and a performance mode shift schedule for a vehicle transmission, the method comprising controlling shifting between gear ranges of the transmission according to a shift schedule selected between the economy mode shift schedule and the performance mode shift schedule. Way. The method of claim 1,
Specifying the desired vehicle acceleration profile includes specifying a desired minimum vehicle acceleration corresponding to the minimum acceleration shown by the vehicle using an economy mode shift schedule, wherein the mass-based shift schedule breakpoint of the vehicle is in economy mode. A method of selecting one of the economy mode shift schedule and the performance mode shift schedule for a transmission of a vehicle, characterized in that it corresponds to a maximum vehicle weight using a shift schedule to achieve a desired minimum vehicle acceleration profile. The method of claim 1,
Specifying the desired vehicle acceleration profile includes specifying a desired maximum vehicle acceleration corresponding to the maximum acceleration shown by the vehicle using a performance mode shift schedule, wherein the mass-based shift schedule breakpoint of the vehicle is in a performance mode. A method of selecting a shift schedule of an economy mode shift schedule and a performance mode shift schedule for a transmission of a vehicle, wherein the shift schedule corresponds to a minimum vehicle weight that achieves a desired maximum vehicle acceleration profile. The method of claim 1,
The cumulative total traction determination step is:
Determining an engine torque curve corresponding to a complete accelerator pedal engine torque curve of the engine operably coupled to the transmission;
Determining a shift point of one of an economy mode shift schedule and a performance mode shift schedule corresponding to the desired vehicle acceleration profile;
Determining gear ratios of all gear ranges of the transmission;
Determining a rear axle ratio of the vehicle receiving the transmission;
Determining an aerodynamic drag function of the vehicle receiving the transmission;
Determining rolling resistance of the vehicle receiving the transmission; And
The vehicle as a function of aerodynamic drag and rolling resistance over the desired vehicle acceleration profile, the shift point of one of the economy mode shift schedule and the performance mode shift schedule, the engine torque curve, the gear ratio of the transmission, the rear axle ratio, and the desired vehicle acceleration profile And calculating a cumulative total traction force of the shift schedule selection method of the economy mode shift schedule and the performance mode shift schedule for the vehicle transmission. The method of claim 4, wherein
Determining the engine torque curve comprises receiving a complete accelerator torque curve from an engine control circuit configured to control the operation of the engine. How to choose a shift schedule. The method of claim 4, wherein
The determining the engine torque curve is:
Receiving a peak engine output torque value from an engine control circuit configured to control the operation of the engine;
Processing the peak engine output torque to represent a complete accelerator pedal engine torque curve. The method of claim 4, wherein
Wherein determining the engine torque curve comprises programming a complete accelerator pedal torque curve in a memory unit, wherein the shift schedule selection method of the economy mode shift schedule and the performance mode shift schedule for the transmission of the vehicle. The method of claim 4, wherein
The method comprises changing the values of one or more desired vehicle acceleration profiles, engine torque curves, shift point of one of the economy mode shift schedule and the performance mode shift schedule, gear ratio, rear axle ratio, aerodynamic drag function and rolling resistance. And re-calculating the vehicle's mass-based shift schedule breakpoint and re-determining the cumulative total traction of the vehicle over a desired vehicle acceleration profile. How to select one of the economy mode shift schedule and the performance mode shift schedule. The method of claim 1,
Wherein said method is stored in a memory unit in a form of instructions executable by a transmission control circuit configured to control the operation of the transmission, wherein the shift schedule selection method of the economy mode shift schedule and the performance mode shift schedule for the transmission of the vehicle. The method of claim 1,
Selecting one of an economy mode shift schedule and a performance mode shift schedule for operating the transmission according to the comparing step selects the economy mode shift schedule when the mass-based shift schedule breakpoint of the vehicle is greater than the current vehicle mass indicator. And otherwise, selecting a performance mode shift schedule. The method of claim 1, further comprising selecting an economy mode shift schedule and a performance mode shift schedule for a vehicle transmission. The method of claim 10,
The economy mode shift schedule and the performance mode shift schedule for a vehicle's transmission, characterized in that the vehicle's mass-based shift schedule breakpoint is represented as a total vehicle weight breakpoint and the current vehicle mass indicator is represented as a current vehicle weight indicator. To select one shift schedule. In a shift schedule selection system of an economy mode shift schedule and a performance mode shift schedule, the system includes:
-Transmission with multiple gear ranges which can be selected automatically;
A transmission control circuit configured to control the operation of the transmission;
An engine control circuit configured to control the operation of the internal combustion engine operably coupled to the transmission; And
A data link formed between the engine control circuit and the transmission control circuit,
The transmission control circuit includes a memory having a performance mode shift schedule and an economy mode shift schedule stored therein, wherein the memory of the transmission control circuit includes:
-Determine the desired vehicle acceleration profile,
Determine the cumulative total traction of the vehicle over the desired vehicle acceleration profile,
Determine the vehicle speed change over the desired vehicle acceleration profile,
Calculate the vehicle's mass-based shift schedule breakpoint as a function of the vehicle speed change and the vehicle's cumulative total traction over the desired vehicle acceleration profile,
-Compare the vehicle's mass-based shift schedule breakpoint with the current vehicle mass indicator,
Select one of an economy mode shift schedule and a performance mode shift schedule for transmission operation according to the comparison,
Economy mode shift schedule and performance mode with additional internal storage commands that can be executed by the transmission control circuit to control shifting between the gear ranges of the transmission in accordance with the shift schedule selected during the economy mode shift schedule and the performance mode shift schedule. One shift schedule selection system. The method of claim 12,
The instructions stored in the memory of the transmission control circuit are
Determine an engine torque curve corresponding to the engine's complete accelerator pedal engine torque curve,
Determine a shift point of one of the economy mode shift schedule and the performance mode shift schedule corresponding to the desired vehicle acceleration profile,
Determine the gear ratios of all gear ranges of the transmission,
Determine the rear axle ratio of the vehicle housing the transmission,
Determine the aerodynamic drag function of the vehicle housing the transmission,
-Determine the rolling resistance of the vehicle housing the transmission,
The vehicle as a function of aerodynamic drag and rolling resistance over the desired vehicle acceleration profile, the shift point of one of the economy mode shift schedule and the performance mode shift schedule, the engine torque curve, the gear ratio of the transmission, the rear axle ratio, and the desired vehicle acceleration profile By calculating the cumulative total traction of
A shift schedule selection system, comprising: an economy mode shift schedule and a performance mode shift schedule comprising instructions executable by the transmission control circuit to determine a cumulative total traction force of the vehicle over a desired vehicle acceleration profile. The method of claim 13,
Wherein the transmission control circuit is operable to determine an engine torque curve by receiving complete accelerator pedal engine torque from the engine control circuit by the data link, wherein the shift schedule is one of an economy mode shift schedule and a performance mode shift schedule. Choice system. The method of claim 13,
The transmission control circuit can be operable to determine an engine torque curve by receiving a peak engine torque value from the engine control circuit by the data link and estimating a complete accelerator pedal engine torque curve from the peak engine torque value. A shift schedule selection system of an economy mode shift schedule and a performance mode shift schedule. The method of claim 13,
Said complete accelerator pedal engine torque curve is stored in a memory of a transmission control circuit, said transmission control circuit being operable to determine an engine torque curve by receiving full accelerator pedal engine torque from a memory of a transmission control circuit. A shift schedule selection system between economy mode shift schedule and performance mode shift schedule. The method of claim 12,
The instructions stored in the memory of the transmission control circuit may include one or more desired vehicle acceleration profile, engine torque curve, shift point of one of the economy mode shift schedule and the performance mode shift schedule, gear ratio, rear axle ratio, aerodynamic drag function. And when the rolling resistance changes the value, it can be executed by the transmission control circuit to re-calculate the vehicle's mass-based shift schedule breakpoint and re-determine the cumulative total traction of the vehicle over the desired vehicle acceleration profile. A shift schedule selection system, comprising: an economy mode shift schedule and a performance mode shift schedule, further comprising instructions. The method of claim 1,
The instructions stored in the memory of the transmission control circuitry may be configured by selecting an economy mode shift schedule when the mass-based shift schedule breakpoint of the vehicle is greater than the current vehicle mass indicator and selecting a performance mode shift schedule otherwise. Economy mode shift schedule for a vehicle's transmission comprising instructions executable by the transmission control circuit for selecting one of an economy mode shift schedule and a performance mode shift schedule for operating the transmission according to the comparing step. To select one shift schedule among performance mode and shift schedule.

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